Electrically controlled brake



Oct. 22, 1940. s. G. DOWN ELECTRICALLY CONTROLLED BRAKE Filed Aug. 31, I939 m mw m3mm/ N kw Q I E mzON zoF 2 FE mwv .4 Y @W Q WM wflmo 6 E o vi= w Mm m SY R 1* 0 0V mm mum N WN- F @V mu mvil Patented Oct. 22, 1940 UNITED STATES PATENT OFFICE Sidney G. Down, Edgewood, Pa., assignor to The Westinghouse Air Brake Company, Wilmerding,

Pa., a corporation of Pennsylvania Application August 31, 1939, Serial No. 292,817

2 Claims.

This invention relates to electrically controlled brakes adaptable for use with various types of braked members, such as the wheels of railway cars and trains.

The most common types of electrically controlled brakes are those employed, for example, in crane and elevator installations and are of such nature that the brakes are applied by the force of a spring usually of the coil or spiral type, and released by means of a solenoid acting in opposition to the spring.

The solenoid type of brake is best suited to those applications where the brake is either fully applied or fully released without any graduation of the degree of application. In the case of railway car brakes, however, it is necessary to provide for graduation of the application, that is, variation of the degree of brake application over a relatively wide range. The solenoid type of brake does not lend itself readily, therefore, to use in railway car brake application.

It is accordingly an object of my invention to provide an electrically controlled brake which is not of the solenoid type, and which is of such nature that the degree of application may be controlled and varied to a selected degree.

Another object of my invention is to provide vehicle wheel brake apparatus of the type in which the brakes are applied by the force of a spring and further characterized by an electric motor adapted to be so controlled as to vary the degree of force exerted by the spring in applying the brakes.

The above objects, and other objects of my Referring to Fig. 1, the apparatus shown comprises a brake operating lever I l a coil spring l2 adapted to exert a force on the brake lever I I to effect application of the brake, an electric motor l3 of the direct-current series type having a high starting torque and control apparatus for the motor l3 including a manually operative automatically self-lapping switch device 14, and

two directional relays that are controlled by the switch device I4, the two relays being hereinafter designated as the application relay l5 and the release relay l6, respectively.

Considering the parts of the equipment in greater detail, the brake lever H is pivotally mounted on a fixed member 2!, which may be a part of the vehicle frame or of the vehicle truck frame, as by a pin 22. Pivotally connected to the lower end of the brake lever H is a brake operating rod 23 which may be a part of conventional brake rigging and which is adapted to effect movement of the brake shoes (not shown) into and out of braking engagement with a member to be braked, such as a vehicle wheel not shown. Pivotally connected to the upper end of the brake lever II is another brake operating rod 20 which is suitably arranged in a manner hereinafter described to transmit the force of spring l2 to effect pivotal movement of the brake lever H in a direction to efiect application of the brakes and opposite pivotal movement of the brake lever H to effect release of the brakes.

The motor [3 has a suitable casing or sup-. porting frame of sectionalized character including a central cylindrical section 24 and two end sections or covers 25 and 26, respectively, which are secured to opposite ends of the central section 24 by screws or bolts not shown.

0 For simplicity, the motor i3 is shown as of the bipolar type having a pair of pole pieces 21 secured in a diametrically opposed relation within the central casing section 24 as by a plurality of screws 23. Suitably secured to the wall of the central casing section 24 in conventional manner in concentric surrounding relation to each of the pole pieces 2'! is a field coil or winding 29, the two coils being connected in series relation by a connecting conductor or strap in the manner indicated.

The rotary armature 31 of the motor a hollow or tubular shaft 32 which is suitably journaled at one end in a bearing supported in the end section 25 and indicated at 33, and suitably journaled at the opposite end in bearing supported in the casing section 26 and indicated at 34.

Secured to the shaft 32 in conventional manner in the space within the end casing section 25 is the usual commutator 36 to the segments of which the coils (not shown) of the armature winding are connected in the usual manner. A pair of brushes 3!] are associated with the commutator 36 and mounted in the end casing section 25 in the usual manner.

The wall of the rotary shaft 32 at the end within the end casing section 26 is of enlarged thickness and suitable internal threads are provided at this end for receiving an operating screw rod or member 3'! in nut-and-bolt relationship.

Suitably attached to the outer face of the casing section 26 by screws not shown is an annular fitting or member 38 which has an axially projecting portion of reduced diameter provided with external threads for receiving thereon a tubular member or hollow cylinder 33 which is suitably provided at one end with corresponding internal threads. The tubular member 38 is locked to the fitting 38 in a fixed position by a plurality of screws 40 in order to prevent turning of the tubular member. The reason for securing the tubular member 39 in a fixed position will be made apparent hereinafter.

Fixed to the outer end of the tubular member 39 is an abutment, shown in the form of a screw-threaded disk 4! which is provided with a central projecting portion 42 of reduced diameter and polygonal cross-section so as to serve as a nut to enable the disk 4| to be screwed into the outer internally threaded end of the tubular member 39.

Fixed to or formed integrally with the brake operating rod 20 and the operating screw rod 31 at the adjacent ends thereof are two contacting abutments or circular disks 43 and 44, respectively, which are adapted to operate slidably, in the manner of a piston, within the circular interior bore of the tubular member 33. Each of the disks 43 and 44 is provided with one or more projecting lugs 45, two being shown, which extend into correspondingly located longitudinal grooves 46 formed on the interior surface of the wall of the tubular member 39. The operating rod 20 and the screw rod 31 are accordingly prevented fromrotating.

The disk 4| fixed to the outer end of the tubular member 39 has a central bore or opening in which is suitably fixed a bushing 41 through which the operating rod 20 extends and moves in close fitting slidable relation.

The spring it, which is illustrated as of the spiral or coil type, is interposed within the tubular member 39 between the end disk 4! and the disk 43 on the operating rod 20 and is thereby effective to exert a force urging the brake operating rod 20 in the right-hand direction as seen in Fig. 1. Movement of the operating rod 20 in the right-hand direction is effective to move the brake lever H and the brake rod 23 correspondingly so as to effect movement of the brake shoes toward engaging relation with the member to be braked.

It will be apparent that due to the disk 43 on the brake operating rod 20 being held against rotation undue wear at the point of pivotal connection between the rod 20 and the brake lever I l is prevented.

Due to the disk 44 and consequently the screw rod 3? being prevented from rotating, it will be see that rotation of the armature 3| of the motor causes corresponding axial movement of the screw rod 31 in one or the other direction depending upon the direction of rotation of the armature.

The disk 44 on the end of the screw rod 3'! has a smooth face which engages a corresponding smooth face on the disk 43 of the operating rod 20. Thus when the screw rod 31 is shifted axially in the left-hand direction, the spring 12 is compressed and the brake operating rod 2|] shifted in the left-hand direction, this movement of the operating rod 2!] correspondingly eifecting movement of the brake shoes away from frictional engagement with the member to be braked. Conversely when the screw rod 31 moves axially in the right-hand direction, the spring 12 becomes effective to urge the brake operating rod 26 in the right-hand direction thus causing movement of the brake shoes into frictional engagement with the braked member.

It will be apparent that by suitably controlling the axial position of the screw rod 31, the degree of compression of the spring l2 may be varied so that the force which the spring exerts to shift the brake operating rod 23 in the righthand or brake application direction will be correspondingly controlled and varied. The amount of axial movement of the disk 44 and the screw rod 31 in the right-hand direction is sufficient to permit the full force of the spring l2 to be effective on the brake operating rod 24 so as to effect the maximum degree of application of the brakes.

The switch device l4 comprises a slide member 6| of insulating material having a contact segment or strip 82 secured in exposed relation therein in a manner to be selectively engaged by one or the other of a pair of brushes 63 carried in spaced insulated relation in a brush support or bracket 64. The length of the contact segment 62 is slightly less than the distance between the two brushes 63 so that the two brushes may straddle the segment without being engaged thereby.

The slide member 6| is of T shape and is slidably movable in a corresponding groove or slot formed in a supporting guide member 65 that is attached in a manner not shown to a suitable support, which in the case of a railway car may be in the control cab or compartment of the car. The slide member BI is shifted longitudinally in the guide member 65 by means of a rotary handle 66, hereinafter referred to as the brake handle. The brake handle 63 may be eifective, through any suitable mechanism electrical or mechanical, to the slide member 6! in accordance with the movement of the brake handle 65. For simplicity, the brake handle is shown as having a suitable pivotal connection to the slide member 6| so that the rotary movement of the handle 66 moves the slide member 6| correspondingly.

In order to effect positive and firm contact of the brushes 63 with contact segment 62, the brush support 64 is yieldingly biased toward the slide member 61!. Any suitable device may be provided for this purpose which does not interfere with the free movement of the brush support 64 in slidable relation to the exposed upper surface of the slide member 6|. For illustrative purposes, a bow spring 60 of the leaf type is shown as carrying a pair of rollers Bl, only one of which is shown, the spring being interposed between a fixed support 68 and the brush bracket 64 so as to yieldingly bias the rollers 6! into contact with the upper smooth surface of the brush bracket.

The brush bracket 64 is suitably guided in a manner not shown so as to maintain the necessary relationship between the brushes and the contact segments 52. The brush bracket 54 is furthermore adapted to move with and to be positioned in accordance with the movement and position of the brake operating rod 20 at all times as by a mechanical connection illustrated in the form of a Bowden wire 69. As seen in the partial section of the Bowden wire, the Bowden wire comprises an outer fiexible preferably metallic sheath l0 and an inner flexible wire H. The outer sheath 10 is fixed at one end as by a clamp I2 to the support 68 at a point adjacent the brush bracket 64 and its opposite end extends through a suitable opening in the end disk 4| of the tubular member 39 and terminates at a point closely adjacent to the disk 43 on the brake rod 20.

A set screw I3 in a projecting boss on the outer face of the end disk 4| of the tubular member 39 serves to clamp the outer sheath III of the Bowden wire in a fixed stationary position. One end of the internal wire II of the Bowden wire is fixed to the brush bracket 64 as by a clamping screw I4 and the opposite end is fixed, as by a clamping screw I5, in a projecting boss on the disk 43 of the brake operating rod 20.

It will thus be seen that when the brake operating rod 29 is shifted in the right-hand direction, the brush bracket 64 is correspondingly shifted in the left-hand direction. Conversely, when the brake operating rod is shifted in the left-hand direction the brush bracket 64 is correspondingly shifted in the right-hand direction.

The directional relays I5 and I6 are conventional relays and, being identical, the same reference numerals will be employed to designate the corresponding parts thereof. As diagrammatically shown, each of the relays I5 and I6 comprises an electrcmagnet or magnet winding 1'6 which is effective when energized to cause operation of an armature 11, indicated in the form of a plunger, from one position to which it is biased by gravity or spring means not shown to another position. The armature of each relay is effective to operate two so-called front contact 8 l.

It will be understood that the front contacts I8 and I9 are in circuit-open position when the magnet winding I6 is deenergized and are actuated to circuit-closed position when the a magnet winding is energized. The back contact 8| is in circuit-closed position when the magnet winding I6 is deenergized and is actuated to circuit-open position when the magnet winding is energized.

The electric motor I3 is operated by current supplied from any suitable source of direct-current such as a storage battery 85. As shown in Figs. 1 and 3, one terminal of the battery 85, hereinafter designated the positive terminal, is constantly connected electrically to the contact segment 62 on the slide member 6| of the switch device 54 by a wire or cable 86 having a flexible portion to accommodate itself to the movement of the slide member. The wire 86 may be supported at a point adjacent the slide member 6| as on an insulating block 81 secured to the guide 65.

One of the brushes 63 of the switch device I4 is connected by a wire 88 to one terminal of the magnet winding I6 of the application relay I5 and the other brush 63 is similarly connected by a wire 89 to a corresponding terminal of the back contact 8| of the application relay I5.

It will thus be seen that when the slide member 6| is shifted so as to effect engagement of the contact segment 62 with the left-hand brush 63,

the circuit is completed for energizing the magnet winding of the application relay I5. In a, similar manner, when the contact segment 62 engages the right-hand brush 63, a circuit is completed for energizing the magnet winding I6 of the release relay I6.

It will be apparent that the back contacts 8| of the two relays serve to interlock the energizing circuits of the two relays in such a manner as to prevent energization of both relays at the same time.

As will be hereinafter made apparent, the front contacts I8 and I9 of the application relay I5 are effective, when the relay winding is energized, to establish an energizing circuit for the motor I3 to cause rotation of the motor armature 3| in a direction to cause axial movement of the screw rod 31 in the right-hand direction, thus causing the spring I2 to be effective to exert a force onthe brake rod 2|! to effect application of the brakes. Conversely, the front contacts I8 and. I9 of the release relay I6 are effective, when the magnet winding I6 of the relay I6 is energized, to establish a circuit for energizing the motor I3 so as to cause rotation of the armature 3| in the oppositte direction so that the screw rod 31 is correspondingly shifted in the lefthand direction to cause compression of the spring I2 and the consequent release of the brakes.

Operation Assuming that the brake apparatus shown is employed in connection with the wheels of a vehicle and that the vehicle is traveling along the road under power or coasting with the brake handle 66 in its release position as shown so that the brakes are released, the operator may effect an application of the brakes to a desired degree by first shutting off the propulsion power, if the power is on, and then shift the brake handle 66 in a counterclockwise direction into the application zone an amount corresponding to the desired degree of application of the brakes.

The slide member of the switch device I4 is thus correspondingly shifted in the left-hand direction and, due to engagement of the contact segment 62 with the left-hand brush 63, the circuit for energizing the application relay I5 is completed. Relay I5 is thus actuated to establish an energizing circuit for the motor I3 which circuit extends from the positive terminal of the battery 85 through the wire 86, a wire 95, the series-connected field coils 29 of the motor, a wire 96, front contact I8 of the relay I5, a wire 91, a wire 98, brushes 30, commutator 36, and armature winding of the motor armature 3|, a wire 99, a wire IIII, front contact I9 of relay I5, and return wire 92 to the negative terminal of the battery 85.

The motor armature 3| is accordingly rotated in a direction to cause the screw rod 31 to be shifted axially in the right-hand direction. As the screw rod 31 moves in the right-hand direction from the position shown, the spring I2 acts to shift the brake operating rod 26 in the righthand direction correspondingly. At the s time, through the Bowden wire 69, the brush bracket 64 is correspondingly shifted in the lefthand direction.

When the movement of the brake operating rod in a right-hand direction is sufficient to cause the left-hand brush 63 to run off the lefthand end of contact segment 62, the circuit for energizing the magnet winding of the relay I5 is interrupted and consequently the relay returns to its normal position interrupting the energizing circuit of the motor which is thus promptly stopped in sumcient time to prevent the engagement or" the contact segment 6'2 by the right-hand brush 6-3. If the right-hand brush it should engage the right-hand end of the contact segment 62, the magnet winding of the release relay it is energized and actuated to its position for completing the energizing circuit for the motor it to cause the motor armature 3! to rotate in the opposite direction until the brush 63 leaves the contact segment 52. l'he energizing circuit for causing reverse rotation of the motor armature will be traced hereinafter in connection with a description of the release operation of the brakes.

It will thus be seen that the motor l 3 is automatically controlled to cause the screw rod 3? to be positioned in accordance with the position of the brake handle 66.

The initial movement of the brake operating rod 28 in the right-hand direction is effective to cause movement of the brake shoes from their normal release position into frictional engagement with the friction surface of the vehicle wheel. Once the brake shoes engage the friction surface of the vehicle wheel, the degree of force with which they are applied is determined by the position of the screw rod 3? which limits the force exerted by the coil spring l2 on the brake rod 2i Thus, assuming that the brake handle 66 was shifted to an intermediate position in the application zone, the spring 52 will be effective to exert only a fraction of its maximum force on the brake operating rod 2@ so that the brake shoes will be applied with a corresponding force.

In order to effect a maximum or emergency application of the brakes, the operator shifts the brake handle 6% to the extremity of the application zone. In such case the motor is rotated so as to cause axial movement of the screw rod 3? sufficiently in the right-hand direction to permit the maximum force spring 52 to be exerted on the brake rod 29] thereby effecting the corresponding maximum degree of application of the brakes. When the left-hand brush 63 runs'off the lefthand end of the contact segment 52 at the time the coil spring l2 efiects the maximum force of application of the brakes, the disk lid on the end of the screw rod 3? is stopped in a position out of contact with the annular fitting 38. Accordingly, jamming of the screw rod and a consequent locking of the motor armature 3i cannot occur.

Assuming that an application of the brakes has been eirectec in the manner just described, the operator may release the brakes in one step or he may graduate the release in a series of successive steps. In either case, the shifting of the brake handle 66 back. toward release position causes the contact segment 82 on the slide member iii to engage the right-hand brush 83 so that the energizing circuit for the release relay i6 is completed. The release relay it is accordingly actuated to complete the circuit for energizing the motor it, this circuit extending from the positive terminal of the battery 85 through the wires 86 and 955, field windings 29 or the motor, wire 9%, front contact 78 of the release relay it, a wire E05, wire Elfi, brushes commutator 35, and the armature winding of the motor, wire d3, front contact 79 of the release relay it and return wire 92 to the negative terminal of the battery 85.

It will be observed that with the release relay l6 energized, the direction of flow of current through the motor armature winding is opposite to that obtained when the relay I5 is energized.

The reversal of the motor armature is thus accomplished according to well understood principles.

As previously stated, with the release relay is in its actuated position and the energizing circuit for the motor correspondingly completed, the motor armature 3i rotates in a direction to cause axial movement of the screw rod 3? in the lefthand direction. When the screw rod 37 shifts in the left-hand direction it moves the brake rod 29 correspondingly in the left-hand direction to compress the spring l 2 and thus reduce the force exerted by the spring on the brake operating rod 29 so that the force of application of the brakes correspondingly diminishes.

If the operator shifts the brake handle 66 only part way back toward the normal release position, the movement of the brush bracket (i l in correspondence with the brake operating rod 26 results in the right-hand brush 63 disengaging the righthand end of the contact segment 62 on the slide member 65 in a corresponding position so that the motor circuit is interrupted and the screw rod 3i stopped in a position corresponding to the brake handle 66.

If the operator shifts the brake handle the full amount into its normal release position shown in the drawing, the motor continues to operate and cause axial shifting of the screw rod 37 until the spring i2. is compressed a maximum amount corresponding to the normal release position of the brake shoes in clearance relation to the friction surface of the vehicle wheel. Just as in the previous case, the motor circuit is interrupted when the right-hand brush 53 runs off the righthand end of the contact segment 62.

It will be understood that the threads on the screw rod 3? and the hollow shaft of the motor armature 3% are of such character as to be automatically self-locking when the motor armature stops rotating. In other words, the axial force exerted by the brake operating spring l2 on the screw rod 3'5 is ineffective to cause rotation of the motor armature 3!. Thus the screw rod 37 always remains in the axial position to which it is moved at the time the motor armature stops rotating.

Summary Summarizing, it will be seen that I have dis-v closed a brake apparatus in which the brakes are applied in varying degrees according to the force exerted by a coil spring that is controlled according to the position of a movable abutment or member. The movable abutment is fixed on a screw rod which is received in a correspondingly threaded hollow shaft of an operating motor and the screw rod is prevented from rotating so that upon rotation of the motor armature the screw rod is shifted axially in one direction or the opposite direction depending upon the direction of rotation of the motor armature. A manually operated self-lapping switch device controls the star 'ng and stopping of the motor so as to shift the screw rod and the movable abutment to a position corresponding to the position of a brake handle for operating the switch device.

By means of the arrangement disclosed, the force of the spring effective to cause application of-the brake is limited to a plurality of different degrees. and off.

While I have illustrated my invention in simplified form, it should be readily apparent how my invention may be adapted to the control of all the brakes on a car or train. Also various Thus the brakes may be graduated on other omissions, additions, and modifications may be made in the specific embodiment shown without departing from the spirit of my invention. It is accordingly not my intention to limit the scope of my invention except as it is necessitated by the scope of the prior art.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is:

1. Brake apparatus comprising, in combination, a brake operating member, a spring so constructed and arranged as to exert a force urging the brake operating member in a direction to effect application of the brakes associated with a member to be braked, an electric motor of the reversible type having a rotary armature and an internally threaded hollow armature shaft, a screw member engaged in the internally threaded hollow armature shaft of the motor, means preventing rotation of said screw member so that said screw member is moved longitudinally in one direction upon rotation of the motor armature in one direction and longitudinally in the opposite direction upon rotation of the motor armature in the opposite direction, said screw member being effective according to the longitudinal position thereof to vary the degree of compression of said spring to effect the release of the brakes or the application of the brakes to a plurality of difierent degrees, a manually operative control member shiftable to a plurality of different positions, and means for controlling said motor to cause rotation of the rotary armature thereof in the proper direction to cause the said screw member to move toward a position corresponding to the position of said manually operative control member, and

automatically stop the armature when the screw member reaches such position.

2. Brake apparatus comprising, in combination, a brake operating member, a spring so constructed and arranged as to exert a force urging the brake operating member in a direction to effect application of the brakes associated with a member to be braked, an electric motor of the reversible type having a rotary armature and an internally threaded hollow armature shaft, a screw member engaged in the internally threaded hollow armature shaft of the motor, means preventing rotation of said screw member so that said screw member is moved longitudinally in one direction upon rotation of the motor armature in one direction and longitudinally in the opposite direction upon rotation of the motor armature in the opposite direction, said screw member being effective according to the longitudinal position thereof to vary the degree of compression of said spring to efiect the release of the brakes or the application of the brakes to a plurality of different degrees, a manually operative control member shiftable to a plurality of different positions, and switch means including two cooperating elements one of which is moved according to the movement of the manually operative control member and the other of which is moved in accordance with the movement of said screw member, said switch means being effective to so control the motor as to cause the rotary armature thereof to rotate in the proper direction and automatically stop in a position such that the longitudinal position of the screw member corresponds to the position of the manually operative control member.

SIDNEY G. DOWN. 

